5R110 Additional Information

Take heed and give this information some serious consideration. There are more
than a few ways to hurt, warp, weld or split the inner gear and generally bring the
pump to an untimely death. This information will save the pump, your pocket book
and your reputation!

Electrical,
Cause Bushing,
of Failure: Oil Starved
Electrical, or Tuning
Bushing, Failure?or Programming?
Oil Starved
Knowing how
Knowing how to
to tell
tell the
the difference
difference is
is half
half the
the battle.
battle.
No Damage Severe Damage Severe Damage
Here Here Here

Fig 1 Fig 2
Electrical ground failure or a tight Lack of oil, restricted filter, dry start-up or
pump bushing clearance will weld the aggressive TCM programming. Both
inner gear to the pump plate. gears are equally black & blued.

Pump Bushing To Hub Clearance: If

the pump bushing or the converter is
changed the bushing to hub clearance
must be checked. Place the feeler
gauge through the pump bushing bore
then drop the pump body over the
converter hub.
Clearance, min .0025” max .0045”.

We have heard the reports of replacement bushings that will only provide .001”
clearance to a properly sized hub. Running the bushing this tight will seize the
bushing to the hub and spin the bushing in the pump body. The metal generated will
get between the inner gear and pump plate welding them together, this will look like
a ground failure, see fig 1. Tolerances and alignment are critical with this pump. See
TransGo 5R1-PMP-Align.
© TransGo 2018
Pump Bushing: Reuse the OE
bushing when possible.

Some 5R110 pumps have been

found with an offset bushing Bushing
bore. This required the factory Recessed
Lube Groove Index lube
to machine the bushing in In the groove here.
place, another reason to leave Bushing
the OE bushing alone. Always Lube Groove
In the
use a pump alignment tool that Bushing
centers the bushing bore to the
stator tube. See: TransGo 5R1-
PMP-ALIGN.

Press the bushing in slightly below flush

Changing Converter, Pumps, Gears or Bushings?

Perform quick test: With the pump bushing and gears
installed into the pump body, place the pump body onto the
converter hub so the inner gear indexes to the hub.
Now rotate the body 360 degrees and feel for tight
spots or binding. It should rotate smooth as glass all the
way around. Binding or tight spots indicates a problem with
the gear pocket, gears, convertor hub or pump bushing.

Line Pressure and Pump Failure: Aggressive computer programming can

contribute to high line pressure and pump failure, see page 1 fig 2. Check with a
pressure gauge during the road test. Stock Programming: Light-load cruising speed
150-170psi and very reactive to engine load. Hard throttle up-shifts 200-235psi. Full
throttle starts can briefly spike to 280psi.

Constant high line pressure accelerates the wear

on the inner pump gear, a little wear is ok. Check
the inner gear fit on your converter hub. No bind-
ing or excessive rocking is acceptable.

There is no FIX that is going to save the pump

when the PCM programming is commanding
300psi in the forward gears. Excessive stall time
at the drag strip is also a pump killer. Listen to
your customer and know when to pass on a job if
it’s going to eat your lunch.

Page 2
© TransGo 2018
Pump Gear ID Marks and Outer Gear Chamfer.

The Original Equipment pump gears have ID marks on the inner and outer gear.
These ID marks MUST be visible when the gears are installed into the pump body.
With original equipment gears this will ensure that the chamfered side of the outer
gear is facing into the pump body. Attention: If the outer gear ID mark is not visi-
ble when installed, the pump will seize on the road test or shortly after.

ID Mark

Chamfer

OE Gears shown installed correctly

Gear face clearance:

.0015”-.0025”

Never Install Pump Gears Dry. The gear pocket & both gears should be thor-
oughly lubed “with ATF only” during assembly. Also, please take the time to pour
3 to 4 quarts of ATF into the converter before installing it. This can be difficult and
time consuming however we feel it is necessary.

Page 3 © TransGo 2018

Ground Issues:

Oil Pan
G102
G109 (on right front
(on left frame inner fender,
rail front of under Diesel Engine
engine battery) This is the main battery ground on the
compt) passenger side front of the engine,
#G101. This connection is the most
G100
critical one. To clean it correctly, the
(at right front nut, cable and the stud that screws in-
frame rail or to the block MUST be removed and
inner fender cleaned, NO exceptions. If this
near battery) connection is dirty the current will take
an alternate path through the trans-
Dirty mission and damage the pump.
Ground Path

Page 4 © TransGo 2018

Ground Issues Cont:
Although these pictures are of a gas rig,
diesels show up more with this issue.
Often when removing the cab to
replace the head gaskets the aux
ground straps occur damage. They are
hidden behind the motor. You MUST fix
them if they are damaged or missing
otherwise the current will find an alter-
nate path to ground!
Diesels:
If corrosion is observed between
the back of the engine block and
the trans adapter housing, it may
be easier to add a heavy ground
cable from the adapter housing to
the block rather than removing the
adaptor housing to clean it.

Carefully peel back the plastic covering

near the cable connector ends to make
sure there is no hidden corrosion, seal it
up if it's okay. If any corrosion is found,
the cable must be replaced. Do NOT
give this to your customer to fix. You
need to fix it before starting the engine!

Bad grounds can weld pumps and

mangle converter hubs and can cause
an assortment of drivability complaints.
Check for this issue BEFORE the job
gets sold!

Page 5 © TransGo 2018

 5R110W 5th Gear Ratio / Delayed Reverse
Center Support Caused Complaints
A common tech call that we receive is how poorly the direct drum air checks
through the center support. Many of the center supports that we tested had bronze
particles imbedded into the side of the ring grooves preventing the rings from seal-
ing. The bronze material is coming from the drum bushings. Always replace the
drum bushings. A wire wheel on a drill or a piece of green scotch-brite used with a
small screwdriver on a lathe are effective tools to remove the bronze build up. Once
the imbedded bronze was removed a majority of the “bad” supports would now air
check with 35-45psi. If the drum still does not air check after a good cleaning with
new Ford rings #3C3Z-7D025AA the support ring grove is cracked, scrap it.

The arrows are pointing to the

outside of the ring grooves where the
rings need to seal. This is the area
where the bronze particles accumulate
and imbed into the support.

This picture can be viewed in color @ transgo.org.

Bronze imbedded into the ring groove Cracked ring groove

Here are some examples at 400x magnification:

Page 6 ©TransGo 2018

In Line Cooler Filter: Trucks built prior to 2008 have a external in-line cooler filter.
See fig 1.

Proper Cooler Flushing: Remove and discard the filter cartridge and temporarily
plug the filter feed hole. See fig 2. Most housings have a .204” feed hole. Use a
6mm tap to carefully add enough threads to install a 6mm bolt 2-3 threads, hand
tighten the bolt so it will not fall out. Reinstall the filter bowl (leave cartridge out) and
flush the system. After flushing remove the filter bowl and bolt, clean out the hous-
ing and install a new filter cartridge and bowl.

Fig 1

Tap the filter feed hole enough to

install a 6mm bolt 2-3 threads.
(If the hole is a different size, use the
appropriate size tap and bolt). Fig 2

Pump Interchange: 2008 and later trucks no longer have the in-line cooler filter.
These models use a different oil pump. In a pinch you can use a 2008 type pump
(2 notch) on the external filter models by permanently plugging the external filter
feed hole. The in line filter type pump (1 notch) should not be used in place of a 2
notch pump. If the 1 notch pump is installed on a truck with NO external filter you
run the risk of starving the gear train for lube if the oil cooler becomes restricted or
plugged.
All pumps have this notch.

Models with No external filter

will have additional notch here.

Page 7 © TransGo 2018

 SUMMARY

Keep Alive Memory Reset:

Reset the KAM BEFORE starting the engine after overhaul. Clearing the KAM will
tell the computer to forget the old trans and start with an all new beginning. Forget-
ting this step will cause the transmission to run at a higher pressure at start up
which is hard on the pump.

Clearances, Pre-Lube, Startup & Filling:

Pump bushing and gear clearances are critical!. Pump clearances MUST be
checked if ANY parts are changed. See pages 1 and 3.

DO NOT use assembly gel or grease as lube for this pump. The gear pocket & both
gears should be thoroughly lubed with ATF before assembling. Pour 3 to 4 quarts of
the approved ATF into the converter before installing it.

This is a High Volume Pump and it will run out of oil very quickly.

Pre fill the unit with 8 quarts of ATF. Start engine and let it run for 15 seconds then
shut the engine off. Add 5 more quarts then re-start the engine and complete the
filling procedure. This along with the converter prefill will have the oil level within 1-3
qts of full depending on oil pan capacity. The ATF thermostat will not open until 150-
185 degrees.

Before Road Testing, perform final ground voltage check:

Hook negative side of Voltmeter to negative side of battery post set to DC Volts.
Use the positive lead and probe the frame, the trans, the engine & the body looking
for voltage above 0.05 volts key-on engine-off and 0.10 volts while running.
Readings up to 0.40-0.50 on gas & 0.90 volts on 2 battery diesels is ok briefly
during cranking. Voltage higher than this DURING CRANKING CAN KILL THE
PUMP!

Re-check level after road test.

Thanks for listening!

Page 8 © TransGo 2018